Container handling system and devices



M. 2], 11969 s. KATZ ET AL 3,4?3,678

. CONTAINER HANDLING SYSTEM AND DEVICES Filed June 12, 1967 3 Sheets-Sheet 1 INVENTORSI SOLOMON KATZ SEMOND LEVITT BE W 5 ATTORNEY.

- Gd. 21, 1969 s. KATZ ET AL 3,473,678

CONTAINER HANDLING SYSTEM AND DEVICES Filed June 12. 1967 3 Sheets-Sheet 2 I02 INVENTORS SOLOMON KATZ SEMOND LEVITT ATTORNEY.

Oct 21, 1969 s. KATZ ETAL CONTAINER HANDLING SYSTEM AND DEVICES 3 Sheets-Sheet :5

Filed June 12, 1967 INVENTORS SOLOMON KATZ SEMOND LEVITT BY W MM- \Wj ATTORNEY.

3,473,678 CONTAINER HANDLING SYSTEM AND DEVICES Solomon Kata, Meadowlarook, and Semond Levitt, Huntingdon Valley, Pa, assignors to Strick Corporation, ldairless Hills, Pa, a corporation of Pennsylvania Filed June 12, 1967, Ser. No. 645,158 Int. Cl. 1360p 1/64; 365g 67/02 US. Cl. 214-38 18 Claims ABSTRACT OF THE DISCLOSURE Herein is disclosed a new and improved system for handling container assemblies, and particularly for transferring container assemblies to and from highway carriers, railway carriers, and other mobile and stationary supporting structures. Broadly, the system comprises as principal components: a container assembly; a highway wheel assembly, or bogey; a railroad car of special design; and a novel article handling device, including motive power means therefor and coupling means adapted for separable engagement with the container assembly or other article.

The novel article handling device utilized in the practice of the system is so constructed as to permit of: the lateral, sliding transfer of a container assembly from the special railroad car or other supporting structure onto a support member on the handling device, and vice versa; the transporting of the container assembly while on the support member of the handling device from one location to another; and the vertical relocation of the container assembly from the support member of said handling device onto a highway wheel assembly and tractor or landing gear or onto another supporting structure, and vice versa. A specific embodiment of the article handling device comprises: a rigid frame equipped with wheels and adapted to be moved by integral or independent motive power means; a generally-horizontal support member positioned above the frame and rotatably mounted at its forward portion to the frame through pivot means which permits of its rotation about a transverse axis and vertical adjustment of its forward portion above the frame; forward and rear elevating means for adjustably raising and lowering said support member at its forward and rear portions, respectively; a transverse positioning member slidably-mounted on said support member and longitudinally positioned thereon by positioning means; and coupling means on said positioning member adapted for engagement with said container assembly.

The railroard car to be utilized in practicing the system is equipped with skid members transversely mounted thereon in a longitudinally-separated position, said skid members being adapted to support said container assembly in a longitudinally-restrained, laterally-slidable relation. Releasable holding means also are provided, for holding the container assembly in a fixed lateral position on the car until released.

A typical highway tractor and highway wheel assembly can be utilized in the system, and the container assemblies to which the system and devices are applicable are either of the typical removable-bogey highway trailer body type or are containers with separable chassis equipped with the customary equipment for highway transportation.

BACKGROUND OF THE INVENTION The field of the invention This invention relates to a system and devices for transferring a container assembly such as a highway trailer body or container with separable chassis from a tractor or States Patent 0 Patented Oct. 21, 1969 ice landing gear and highway wheel assembly to a railroad car or other carrier or stationary supporting structure, and vice versa.

Description of the prior art In modern day transportation of freight, livestock and people, it is common practice to employ highway, railway and marine carriers and combinations of all or some of them. For example, it is conventional to transport freight in a container equipped with a wheel assembly and other highway equipment and pulled by a highway tractor. Such a container, complete with its wheel assembly and landing gear, can be loaded upon a railroad fiat car and transported by rail to a distant rail terminal, where it can be unloaded from the flat car and again connected to a highway tractor for further transport by highway means.

It also is common to employ a container from which the highway wheel assembly is separable, or to employ a container from which both the highway wheel assembly and a bottom chassis embodying the landing gear and the like are separable. In these cases, a container without the highway wheel assembly, and either with or without the bottom chassis embodying the landing gear, also can be transported on railroad cars between rail terminals and recombined with the highway wheel assembly, and, if need be, with the bottom chassis, for further highway transfer.

Systems have been developed in the past for facilitating transfer of a container from the highway wheel assembly and tractor, and with or without the bottom chassis, to a railroad car or other supporting structure, and vice versa. However, all such systems heretofore developed suffer from one or more of several disadvantages. A common disadvantage arises from the fact that at least the railroad car and tractor represent special designing and include complex moving elements which are expensive and readily subject to malfunctioning.

SUMMARY OF THE INVENTION The present invention is directed to a new and improved system for handling container assemblies in and between highway and railway transport, and to a new and improved handling device and railroad car useful in the practice of such system. The invention is useful with container assemblies of the removable-bogey type and either having permanently-attached kingpin, retractable landing gear and bogey positioning means, or having a separable supporting chassis which includes the kingpin, landing gear and bogey positioning means.

More particularly, the system of the present invention utilizes a new and improved handling device and a new and improved railroad car construction, and involves lifting the container assembly, normally with the underlying frame, kingpin and retractable landing gear, from the bogey by means of the novel handling device, and sliding same transversely onto longitudinally-spaced, parallel, transverse skid members mounted either adjustably and separably, or securely, on the upper portion of the railroad car. These skid members are of a sufficient elevation to prevent interference between the railroad car and the various equipment appendages located under the container assembly, and at least some are adapted by spacing and by configuration or other means to maintain the container assembly in a substantially fixed longitudinal posi tion on the railroad car, subject, of course, to the effect of means provided for the absorption of shock. In accordance with the system, the container assembly can be removed from the railroad car and placed on the bogey in substantially a reverse manner. Depending upon the length of the container assemblies which are to be transported by rail, a railroad car can accommodate one or more of them. To facilitate such flexibility, the skid members preferably are provided with means for fastening them to the railroad car frame, and such means are adjustable so as to permit fastening to the accomplished at any desired location along the upper portion of the railroad car. Means are provided for storing the skid members on the railroad car when not in use.

The novel handling device of this invention comprises a rigid frame carrying a support member mounted to said frame and adapted through the provision of suitable elevating means to be raised or lowered, and preferably also to be rotated about a transverse axis, relative to the frame. Mounted transversely on this support member is a positioning member adapted for longitudinally-slidable movement in relation thereto, through operation of suitable positioning means. Associated with said positioning member and positioning means is coupling means adapted for separable engagement with the container assembly. A second positioning member adapted for similar but more limited movement preferably is also provided. By operation of the appropriate elevating means, and after engagement of the separable coupling means, the container assembly can be slidably removed from the railroad car onto said support member, and in such position can be lowered into a highway wheel assembly positioned thereunder. The reverse sequence of operations can be followed in order to elevate a container assembly from a bogey and tractor or landing gear, and slidably transfer same to the railroad car.

By way of limitation, the shape of the handling device should be such as to permit of no interference when the device is maneuvered into the clearance space between the rear of the tractor and the front of the highway wheel assembly mounted in running position underneath the container assembly. Since container assemblies are fabri cated in several conventional lengths, it will be apparent that for greatest flexibility the pertinent width of the handling device will be limited by a clearance space having relation to the smallest of such conventional container sizes, viz., to that approximating twenty feet in over-all length. It also will be apparent that with one type of coupling means herein specifically disclosed, the width of the frame of the railroad car must be significantly less than that of the superimposed container assembly. It also is feasible to employ coupling means of an alternate type, such that no limitation is imposed thereby on the width of the railroad car frame, and in that event such frame may equal or exceed in width that of the container assembly.

The motive power means for the handling device can be independently and separably constituted, as by a tractor of typical highway design, or can be integral with said handling device. In the former case, the tractor may consist of the same unit which has been or will be used in hauling the trailer or container assembly over the highway, by simply transferring the tractor from engagement with the container assembly to that with the handling device, and vice versa.

The various adjustment means, such as elevating or positioning means, which are employed in the handling device of the present invention conveniently can be constituted of suitable conventional elements or mechanisms. For example, hydraulically-actuated piston-and-cylinder mechanisms can be employed. In the latter case, one or more hydraulic systems including pump, piping and reservoir are provided inboard of the handling device, and there also is provided suitable conventional controls, such as valves, adapted to permit individual or conjoint variation of the adjustment means. Other conventional adjustment means, such as, for example, rack and pinion arrangements or screw and collar arrangements, can also be utilized, and with appropriate power transmission elements and conventional power sources.

DESCRIPTION OF THE DRAWINGS FIGURE 1 is a view in perspective of one specific embodiment of the handling device of this invention, including a specific embodiment of the coupling means for separably engaging a container assembly. FIGURE 1A is a fragmentary view in perspective of another embodiment of the device in which a second positioning member is employed. FIGURE 2 is a schematic side elevational view of a railway car modified in accordance with the present invention, and showing a typical container assembly mounted thereon. FIGURE 3 is a schematic side elevational view of a railroad car modified in accordance with the present invention to accommodate two container assemblies. FIGURE 4 is a top plan view of the frame of the frame of the railroad car of this invention, showing the locations of certain moveable skid members in phantom. FIGURE 5 is a schematic view of a side elevation of the handling device and of a fragmentary end elevation of the railroad car carrying a container assembly, showing the device in position and about to engage through coupling means the container assembly preparatory to unloading same from the railroad car. FIGURE 6 is an enlarged fragmentary transverse cross-sectional view of the coupling means shown in FIGURE 1 in engagement with the lower side portion of a container assembly. FIG- URES 7, 8, and 9 are diagrammatic views of the container handling system, showing the handling device in side elevation and the railroad car carrying the container assembly in end elevation, and illustrating, together with FIGURE 5, the successive steps in the process of transferring the container assembly from the railroad car to a highway Wheel assembly, and vice versa. FIGURE 10 is a schematic side elevation view of a container assembly with underlying highway wheel assembly and distended landing gear in operating position. FIGURE 10 also shows, in schematic end elevation View, the handling device and coupling means thereon inserted in the clearance space between said landing gear and highway wheel assembly.

DETAILED DESCRIPTION OF THE INVENTION In general, the handling system of the present invention utilizes at least four principal components, namely: a container assembly, either of the removable-bogey type, and equipped with an integral chassis or for use with a separable chassis; a separate highway wheel assembly or bogey; a railroad car of modified design herein disclosed; and a handling device for the container assembly, including means for separably coupling the handling device to the container assembly and independent or integral motive power means for moving and maneuvering the handling device.

As may be seen from FIGURE 1, one specific embodiment of the handling device Q of the present invention includes a rigid frame 1 1 preferably having at the front portion of its under surface a downwardly-extending kingpin (shown in phantom at 15) which is adapted for releasably interengagement with a conventional fifth Wheel assembly of the type typically used on a standard highway tractor. Such a fifth wheel assembly is schematically illustrated in FIGURE 5, and is equipped with a rearwardly-opening and outwardly-flaring slot 8 (FIGURE 1) for receiving the kingpin 15, and with locking means, shoWn as transversely-extending pin 9, for releasably holding the kingpin in position for operating purposes. The fifth wheel typically is pivotally mounted along a transverse axis, as shown at 7.

As shown in FIGURE 1, the frame 1 1 also is provided through its lower rear portion with a single transverse axle 16 having mounted thereon a plurality of wheels 17. The number and size of such wheels are governed by the load they are required to carry, and possibly also by legal requirements regarding the maximum permissible load per unit of roadway surface.

The frame of the handling device shown in FIGURE 1 is constructed of laterally-spaced, vertically-extending, longitudinal side members 12 connected by transverse members 13. Additional longitudinal members, such as 14, as well as additional transverse members, may be provided. The number, size and arrangement of all such members may be varied in accordance with good design practices and consistent with the selected materials.

Where independent motive power means such as a tractor is employed, the frame of the handling device should be provided with landing gear or other supporting means at its front portion. Such landing gear should be retractable and can be of conventional design and construction. Preferably, the frame is provided with adjustable stabilizing means at its front portion, to provide additional stability to the device during operation. Where independent motive power means such as a tractor is employed, the adjustable stabilizing means conveniently can also function as the supporting means in lieu of conventional landing gear. In FIGURE 1, the stabilizing and supporting means Q are illustrated to consist of a pair of hydraulically-operated cylinder and piston-rod assemblies, one being attached at each side near the front portion of the frame 11. Each of these hydraulically-operated leveling means E comprises a cylinder 21 attached to a vertical position to the frame 2 and a piston 22 operating in said cylinder with a bearing plate 23 attached to its lower extremity. Projection of the piston 22 within the cylinder 21 is achieved by hydraulic pressure generated and transmitted through a conventional hydraulic system located on the frame and schematically shown in phantom at 48. Individual controls for each cylinder are shown schematically at 49. Retraction of the piston can be accomplished similarly by hydraulic means, or can be accomplished conveniently by mechanical or other means.

The particular handling device illustrated in FIGURE 1 also includes, as the support member, an assembly comprising two laterally-spaced, longitudinally-extending, parallel support arms 22, which provide support to the container assembly when on the handling device. As indicated for the support member, the top surfaces of these support arms 2 5 provide a smooth bearing surface in the form of a pair of smooth, laterally-spaced, longitudinallyextending, parallel rails 29. One end of each of the support arms E is shown as expanded in depth to accommodate a slot 28, and is rotatably mounted through such slot about a pivot member 27 integral with the frame. The pivot point of each arm 2 5 about the pivot member 27 is made adjustable, within the opening of the slot 28, by suitable pivot adjustment means 39 connected between the arm E and the frame E. In FIGURE 1, such pivot adjustment means 32 is shown as a pair of hydraulically-operated cylinder and piston-rod assemblies, comprising cylinders 31 and piston rods 32 operating therein. Each of the pivot adjustment means 3 is mounted in a generally vertical position at opposing sides of frame 11, and is pivotally-connected, at its lower end to the frame 11 through pivot means 34, and at its upper end to its corresponding arm E through pivot means 33. Pivot adjustment means 52 are operated by hydraulic pressure from system 48 and are controlled by individual controls 49. A single pivot adjustment means of similar type also could be utilized, rather than a pair of such means, as, for example, through provision of a transverse member connecting the pivoted ends of arms 22 and the connection of such single pivot adjustment means to that transverse member.

It should be noted that the fit of the pivot members 27 in the slots 28 is such as substantially to preclude longitudinal movement of the arms E. Furthermore, as shown in FIGURE 1, the heads on pivot members 27 extend beyond the sides of the slots 28 and thus preclude lateral movement of the arms E by holding said arms substantially in and against the underlying shoulders of the pivot members 27. While not particularly critical, generally vertical shape for the slots 28 as shown in FIGURE 1, is preferred in order to permit the other end of the arm E to remain in approximately the same transverse plane while the slotted ends are raised or lowered.

As also shown in FIGURE 1, the other ends of the support arms E are connected by a transverse member 26, which extends above the top surfaces of the arms 2 to provide a nonmovable support for the container assembly and a stop barrier for rails 29. Other structural members can be provided, consistent with design considerations, and other suitable means for limiting travel on the rails can be utilized.

Each of the support arms E is provided, intermediate its ends, with support arm elevating means Q, for varying the elevation of the rear portion of said arm 2 5 above the frame 11, or for rotating the arm about pivot member 27, or for both purposes. In FIGURE 1, such arm elevating means Q are shown as a pair of cylinder and piston-rod assemblies, each of which consists of cylinder 41 and cooperating piston 42, and is pivotally connected at its bottom to the frame 11 through pivot means 44, and at its top to its corresponding arm 2Q through pivot means 43. Again, power means in the form of a hydraulic system 48 are provided for operation of the arm elevating means, and such arm elevating means are controlled individually by corresponding controls 49.

As noted above, a support member can be employed which consists of a structure or assembly comprising other than the pair of support arms hereinabove described. For example, a support member can be utilized comprising a horizontally-extending platform positioned above the frame, and mounted at its front portion to the frame through pivot means adapted to permit of rotation of the support member about a transverse axis and of elevational adjustment of the front portion of the support member with relation to the frame. In a manner similar to that described hereinabove with reference to the support arms, a support member in the form of a platform is equipped with rear and forward support member elevating means, which in function and conveniently also in design and construction correspond respectively to the support arm elevating means and pivot adjustment means hereinbefore described.

As noted above, the top surfaces of arms Z constitute a pair of parallel, longitudinally-extending, laterallyspaced rails. Slidably mounted on said rails 29, as shown in FIGURE 1, is a transverse positioning member fl. Positioning member fj is provided at each end with suitable means, such as slots 47, adapted for longitudinallyslidable, transversely-interlocking relation to said pair of rails 29. The selection of means, such as 47, will depend on the form of the support member which is employed. Positioning member A): is limited in rearward movement on the rails by the stop barrier formed by transverse member 26. Other means suitable for imposing a limit on such movement can be utilized.

Positioning member il is equipped with suitable positioning means for varying its longitudinal position on the rails 29 of the support member. In FIGURE 1, such positioning means 35 are shown as a pair of laterallyspaced, parallel, hydraulically-operated push-pull power rams connected between the positioning member g and the forward portion of the frame 11. As so shown, positioning means E consist of hydraulic cylinders 36 pivotally mounted intermediate their lengths to the front portion of the frame 11 through trunion pins 39, and cooperating piston rods 37 pivotally connected at their free ends to the front portion of the positioning member fl through clevis pivot means 38. The positioning means E operate through application of hydraulic pressure from hydraulic system 48 and individual controls 49. In any case, suitable means preferably also are provided to maintain the positioning member during movement in an orientation substantially parallel to its original position. Optionally, the positioning means 5 may be mounted outboard (not shown) of the frame Q or to the support arms 2 (not shown), or can consist of a single, centrally-located means (not shown) of similar construction and function. In addition, positioning means other than hydraulicallyoperated cylinder and piston-rod assemblies can be used. For example, means (not shown) comprising at least one mechanical screw operating in an internally-threaded cylinder or collar can be used, as can means comprising a chain or cable mounted on appropriately-located sprockets or sheaves and forming an endless chain or cable in conjunction with said positioning member g.

Coupling means are provided on positioning member g, for separable engagement with a container assembly. In FIGURE 1, coupling means Q is illustrated as integral with positioning member 9, and comprises a plurality of transversely-spaced, generally-vertical tines 55 separated by land portions 56 and extending upwardly from a rear transverse portion of positioning member l 5 The dimensions and spacing of tines 55 are selected so as to permit of the easy upward insertion, from a position underneath the container assembly near the lower longitudinal side rail 101 (FIGURE 6) thereof, of the upper portions of the tines 55 between the longitudinallyand regularlyspaced, transverse, parallel sills 102 (FIGURE 6) underlying and supporting the floor 104 (FIGURE 6) of the conventional container assembly. FIGURE 5 schematically illustrates in end view the position of the coupling means 50 just prior to such insertion under container assembly 10 0. FIGURE 6 schematically shows in section the detail of the engagement of the coupling means Q on the positioning member g with the lower portion of a side of container assembly 1%.

In FIGURE 6, positioning member 4 5 and coupling means Q0 are shown as forming an included transverse valley 46, provided to accommodate without interference longitudinal track angle 105. Track angle 105 constitutes means on the container assembly 100 for positioning a highway wheel assembly (FIGURE 10) in a predetermined longitudinal position underneath the container assembly m. As shown in FIGURE 10, track angle 105 contains a series of holes 106, spaced longitudinally, which together with pins 155 located on highway wheel assembly 150 constitute interengageable means for releasably holding highway wheel assembly L50 in such predetermined position.

When positioned as illustrated in FIGURE 6, the land portions 56 formed by tines 55 of coupling means Q are in lifting or support contact with the under surface of sills 102 as shown at 57, and the forward transverse faces of tines 55 are in pulling contact with the back surface of lower side rail 101 as shown at 58. If the container assembly 100 is to be pushed rather than pulled, advancement of the positioning member Q on rails 29 toward the container assembly produces pushing contact between the surfaces 59 of the positioning member and the outermost external surfaces of lower horizontal side rail 101 and vertical side ribs 103. As illustrated in FIGURE 6, the upper horizontal surface of transverse member 26 of the support member also is in supporting or lifting contact with the under surface of sills 102.

As can be seen from reference to FIGURE 10, the container assembly E0 to which the present invention is applicable is provided at the front portion of its under surface with a downwardly-extending kingpin 115 and a retractable landing gear 110, the latter being extendable to the ground in order to support the front portion of said assembly when it is not supported by other means such as a tractor. Similarly the container assembly m is equipped at the rear portion of its under surface with means 105 for positioning a highway wheel assembly E0 in a predetermined longitudinal position underneath said container assembly. In FIGURE 10, said means for positioning comprises a pair of parallel, longitudinal members 105, commonly termed track angles which are mounted at the rear portion of the under surface of said assembly, and adjacent the sides thereof. The cross-section of members 105 is in the shape of an obtuse angle, and they are mounted underneath the container assembly so that the generally vertical leg of the angle extends downwardly and outwardly, as shown in FIGURE 6. Members 105 are provided throughout their length with a series of longitudinally-spaced, matching holes 106, which are adapted for releasable interengagement with transverselymovable pins 155 constituting locking means on the upper surface of highway wheel assembly 1 50 for releasably holding said wheel assembly in said predetermined longitudinal position underneath the container assembly 100. Positioning means permit of a longitudinallyslidable, laterally-interlocking engagement with the similarly-shaped upper surface of the cooperating highway wheel assembly E0.

The container assembly m to which the system of the present invention is applicable includes both the type in which the container and the retractable landing gear. kingpin and track angles or other positioning means for the wheel assembly form an integral assembly, such as in a conventional removable-bogey highway trailer body, and also the type in which the container is separable from an underlying chassis which is equipped with the kingpin, landing gear and positioning means for the wheel assembly. The device and rail car of the present invention also may be utilized beneficially with a separable container wholly independent of the aforementioned chassis.

As may be seen in FIGURE 10, the highway wheel assembly or bogey is of generally conventional design. As shown, it is equipped with a single axle, road wheels 151, and stabilizing members 152. As noted above, there is mounted on its upper surface conventional locking means, comprising pins 155, adapted for releasable interengagement with the holes 106 in positioning means 105.

As indicated in FIGURE 1, the motive power means provided for the handling device Q conveniently is a separable tractor 1 of generally conventional design, having a chassis with rear axle 4 and rear Wheels 6, and steerable wheels 3 mounted on axle 2 in the front. In addition, as is customary, there is provided at the upper surface of the rear portion of the tractor a fifth wheel 5 (shown in phantom) having a rearwardly opening slot 8 for receiving a kingpin of the type hereinbefore mentioned as being on the container assembly and preferably on the handling device (15). The fifth wheel also has a conventional latching means, shown as movable pin 9, for locking the kingpin at the inner end of the slot directly above the rear axle 4 and wheels 6. As also is customary, the fifth Wheel is pivotally mounted by suitable means such as pivot members 7. Although not essentially to the practice of the present invention, the fifth wheel may be mounted on a frame which is adjustable vertically by suitable means such as a hydraulic cylinder. While a tractor of conventional design but of special dimensions may be employed in cooperation with the handling device of this invention, it is preferable to employ tractors of standard or interchangeable design and dimensions for use both with the handling device and the container assembly. In fact, the very same tractor may be used successively to move the handling device and the container assembly mounted on the bogey, and vice versa.

The railroad car constituting one component of the system of the present invention may include elements for supporting either a single container assembly or more than a single container assembly, depending upon the size of the container assemblies and other factors. In FIGURE 2, a railroad car is shown as supporting a single container assembly, while in FIGURE 3 the railroad car is shown as handling two such container assemblies. Even more than two, e.g., four, container assemblies can be handled by a single railroad car.

As may be seen by reference to FIGURES 2, 3, and 4, the railroad car f 0 0 in general comprises a rigid frame 2 01 which typically is constructed from longitudinal members 202 and tranverse members 203 located at least at the ends of said frame and also (not shown) over the trucks. As illustrated in FIGURE 4, and forming a particular embodiment of this invention, the longitudinal frame ill of the railroad car E2 is in width substantially less than the over-all width of the container assembly Iii (shown in broken outline) which it is designed to carry. Alternatively, the frame may equal or exceed in width that of the supported container assembly I02, but in such case coupling means alternative to those herein disclosed, and not necessitating access to the under surface of the container assembly adjacent its side or sides, must be employed. The railroad car is shown in FIGURES 2, 3 and 4 as having conventional railway trucks E located at the end portions of the frame 2%. Such trucks can be of any suitable design and construction.

As may be seen by reference to FIGURE 2, the railroad car is provided at its upper portion with a pair of parallel, transverse, longitudinally-spaced, horizontal end or terminal skid members 220 adapted for holding said container assembly 100 in transversely-slidable, substantially longitudinally-interlocking relation to said skid members 22-9, and in a position elevated above the upper surface of the rail car in order to avoid interference between said upper surface and track angle, kingpin and landing gear or other elements which depend downwardly from the under surface of said container assembly. The skid members 220 are either permanently or separably mounted to the upper portion of said rail car 200, which railroad car including the upper portion thereof can be equipped with suitable shock absorption means to protect the container assembly and its contents from damage. As shown in FIGURES 2 and 3, the skid members 22%} can be generally L-shaped in cross-section, and then are mounted in toe-to-toe relationship. However, any cross-section and dimensioning which permits of the desired relationship, as above described, is satisfactory. As shown in FEGURES 2, 3 and 4, on the end of each skid member, in a position extending above the to of the skid member and inwardly over a portion of the lower side rail lill (FIGURE 6) of the container assembly 1.;0, there are provided removable clamps 221 for releasably locking the container assembly in a fixed lateral position on the railway car for transit thereon. Other means suitable for releasably locking the container assembly in such position can be employed.

More than a single pair of skid members may be provided on the upper surface of the railway car For example, when the container assembly LQ is of the type embodying a round-nosed container or trailer body, it is desirable to insert a third skid member 226e, parallel to and intermediate the two terminal skid members 220, underneath the container or trailer body at a location approximating the achievement of full width in the container or trailer body. Such an intermediate skid member 220C is shown in FIGURES 2 and 4, and conveniently is uniformly rectangular in cross-section and separably and adjustably mounted on rail car Furthermore, as is shown in FIGURES 3 and 4, when two container assemblies are to be mounted on a single railway car, a unitary, double-terminal skid member 260114; can be conveniently employed to provide support in common for the two ends coming together at the central portion of the car or, alternatively, two separate terminal skid members can be employed. As shown in FIGURE 3, this double-terminal skid member 22ab has a crosssection in the shape of an inverted T, and is adapted to maintain the container assemblies in substantially the same elevated position as are the terminal skid members 223. This double-terminal skid member Ztliia-b may be permanently, or separably and adjustably, fastened to the upper surfaces of the railway car 2%.

Suitable interengageable connecting means conveniently are provided (not shown) on the side portion of the railroad car and on the rear portion of the frame of the handling device, and are adapted releasably to connect the car and the device in a spaced relationship in order to resist the forces which during the transfer of a container assembly tend to separate or converge the car and the device.

With reference to FIGURES 5, 7, 8, 9 and 10, the sequence of operations in the novel system for transferring a container assembly from a railway car to a highway wheel assembly, and vice versa, now will be described.

In FIGURE 5, the handling device IQ is shown schematically in side elevation in a position alongside and generally perpendicular to the railroad car 2% having a container assembly IQQ mounted thereon and shown schematically in transverse action. The handling device Q has been moved into such position by means of the tractor 1 shown connected to the handling device 19 through fifth wheel 5 mounted on the tractor l and kingpin 15 mounted on the handling device 1 0. As also shown in FIGURE 5, the support arms E previously have been lowered to a point where the positioning member Q, When fully extended against stop flange 26 by positioning means g, is just underneath the near sides portion of the container assembly lit}. In this sequence, coupling means are employed, consisting of a plurality of laterallyspaced, generally-vertical tines 55 extending upwardly from a transverse base adjoining the lower rear transverse face of the positioning member Q. The preceding discussion principally with reference to FIGURE 6 describes the positioning of the coupling means Q comprising tines 55, and shows the manner in which coupling means Q bears upon portions of said container assembly m in order to lift or either push or pull such assembly.

As is shown in FIGURE 7, the coupling means 5 and positioning member iii, located at the ends of the rails 29, can be elevated by arm elevating means Q to a position raising the near side portion of the container assembly m just off of the surface of the skid members. In this position, as shown in FIGURE 8, the container assembly m, with the lower longitudinal side rail 101 on its far side resting on skid members 220, can be slidablyremoved in a transverse direction from the railroad car skid members 220 and progressively onto the support arms E by retraction of the positioning member Q along the rails 29 by means of the push-pull type positioning means E. Alternatively, (not shown) the near side portion of the container assembly 1% need not be raised off of the surface of the skid members before or during sliding movement on the skid members. After the container assembly 110 is in a position substantially removed from the railroad car 2g); and supported by the support arms E, either or both pivot adjustment means Q0; and arm elevating means it! can be appropriately operated to level and either raise or lower the supported container assembly 109, as shown in FIGURE 9. Also, where necessary or desirable, the handling device with the supported container assembly can be moved relative to the railroad car through operation of the tractor or other motive power means.

FIGURE 10 schematically shows container assembly 1 9 in essentially the same elevated position as that shown in FIGURE 9, but viewed from the side of said container assembly and looking toward the rear end of the handling device ]Q. In addition, in FIGURE 10 the highway wheel assembly ltl has been positioned underneath the rear portion of the container assembly m and the retractable landing gear 110 on assembly m has been lowered. Upon further lowering of the container assembly m through appropriate operation of any or all of pivot adjustment means 30, arm elevating means Q and, if necessary, also stabilizing and supporting means 29, the container assembly 1% is placed on the highway wheel assembly 1 5t in a position permiting interengagement of track angle positioning means 105 and pin locking means 155. In this position, also, the front portion of the container assembly Lit} is supported by retractable landing gear 1143. Subsequently, the positioning member 55 and support arms E can be further lowered, again through appropriate operation of any or all of means 2Q, Q and 19, to a position permitting free withdrawal of handling device E from its position under the container assembly. Withdrawal is accomplished through operation of the tractor I. If desired, said tractor I can be disengaged from the handling device 1 Q, and can be repositioned to permit of its connection with container assembly m. In the latter manner, container assembly 1 Q( is placed in condition for highway transit.

When the system and devices of the present invention are utilized to transfer a container assembly from a highway wheel assembly and either lowered landing gear or a tractor, to a mounted position on the railroad car, the same operations are performed, but in generally reverse sequence.

In FIGURE 1A there is illustrated an optional but preferred feature of the present invention in which a second transverse positioning or carriage member fig is provided to the rear of positioning member 11E. Like positioning member g, carriage member fig is adapted for longitudinally-slidable, ment in relation to a support member such as support arms 2 5, but such movement by carriage member 45 a is more limited than that by positioning member Q. Carriage member 45 a is retained in laterally-interlocked relation to said support member by any suitable means such as depending end plates 2711. As shown in FIGURE 1A, optional carriage or positioning member 51% is adapted to slide on longitudinally-extending shelves 29a, secured to arms 25, or on rails 29, or on both. However, carriage or positioning member fig is limited in its longitudinal movement, at the rear end conveniently by stops or transverse barrier 26a and at the forward end conveniently by stops 26b. The upper surface of carriage or positioning member conveniently is somewhat lower than the land portions 56 or other supporting portions associated with positioning member 4 5. Positioning or carriage member can be, but need not be, actuated by connection in some direct or indirect manner to positioning means or positioning member g. It conveniently is brought into operation auttomatically by the container assembly itself, for example by contact and frictional resistance or interference between the far side of the under surface of container assembly m and the rear portion or upper surface of carriage member 1 when the container assembly has been substantially completely relocated from the railroad car and onto said support member but still is in close proximity to said car. In operation, carriage member permits of an additional longitudinal movement of the container assembly, further away from the railroad car, thus eliminating the possible need for relocating the entire handling device carrying the supported container assembly through operation of the tractor or other motive power means in order to facilitate relocation of the container assembly on a highway wheel assembly or the like.

It is seen that the system and devices of the present invention permit of a simple, efiicient and rapid transfer of a container assembly from highway transit means to railway transit means, and vice versa. The railroad car herein disclosed involves no complex moving parts, and therefore is lighter and more simple in construction, and thus is less costly to build, than existing railroad cars intended for the same purpose. In addition, the system and devices of the present invention eliminate the need for a specially-designed tractor to load and unload the container assemblies, and, in fact, the same tractor may be used both for highway transit and also in the loading and unloading operation. Other advantages and variations in the present system and devices as well as other applications thereof will be apparent to those skilled in the art. For example, the system and handling device can be employed to transfer an article such as a container assembly to and from movable structures other than a railroad car, such as, for example, conveyors and trailer chasses. Also, the wheels on the handling device can be omitted, renderlaterally-interlocked moveing the device stationary, or such wheels can be adapted to run on rails rather than a fiat surface. It is intended that all such variations be included within the scope or the present invention.

The invention claimed is:

1. Container handling system comprising:

a container assembly having at the front portion of its under surface a downwardly-projecting kingpin and retractable landing gear;

a highway wheel assembly;

interengageable connecting means at the rear portion of the under surface of said container assembly and on the upper surface of said highway wheel assembly for releasably holding said highway wheel assembly in a predetermined longitudinal position underneath said container assembly;

a tractor with a fifth wheel mounted at the rear portion of its upper surface, said fifth wheel having a slot and locking means for releasable engagement with a kingpin;

a railroad car having at least a pair of parallel, longitudinally-spaced, horizontally-extending, transverse skid members mounted on the upper surface of said car and adapted to position said container assembly in vertically-elevated, longitudinally-fixed, laterallyslidable relation to said upper surface, and having releasable means for locking said container assembly in fixed lateral position on said car;

a handling device adapted for insertion in the clearance distance between the rear of said tractor and the front of said highway wheel assembly when both are located in running position under said container assembly, said device comprising:

a rigid frame equipped with wheels;

a suport member positioned above said frame and comprising a pair of longitudinally-extending, transversely-spaced, parallel support arms rigidly connected at one transverse plane by .1 transverse member and rotatably mounted at another transverse plane through a generally vertical slot in each arm to a corresponding pair or transversely-spaced pivot members secured to said frame;

a pair of transversely-spaced, vertically-extendable and -retractable pivot adjustment means matchingly connecting through pivotal means said frame and said pair of support arms adjacent said slots and adapted to vary the positions of said arms on said pivot members throughout said slots, and power means for extending and retracting each of said pivot adjustment means;

a pair of transverselyspaced, vertically-extendable and -retractable support arm elevating means matchingly connecting through pivotal means said frame and said suport arms intermediate their ends and adapted to vary the elevation of a portion of said support arms above said frame and to rotate said support arms about said pivot members, and power means for extending and retracting each of said arm elevating means;

at least one carriage member mounted transversely in longitudinally-slidable, laterally-interlocked relation on said pair of rails;

coupling means on a carriage member adapted for separable engagement with said container assembly;

positioning means comprising a pair of transverselyspaced, parallel, longitudinally-extendable and -retractable means pivotally connected to the carriage member having said coupling means and adapted to vary the location of said carriage member on said rails, and power means for independently extending and retracting each of said positioning means; and

motive power means for moving said handling device;

whereby, with said handling device being positioned by said motive power means alongside and generally perpendicular and central to said container assembly located on the skid members of said railroad car, said coupling means can be engaged with said container assembly through operation of said positioning means, pivot adjustment means and arm elevating means, and said container assembly can be relocated from the skid members of said railroad car onto said support arms of said handling device through operation of said positioning means, and whereby, with said landing gear lowered, said container assembly can be relocated onto said highway wheel assembly positioned thereunder through operation of said arm elevating means and said pivot adjustment means, and vice versa.

2. Container handling system according to claim 1 wherein the over-all width of said railroad car is substantially less than the width of said container assembly, and wherein said coupling means comprises a plurality of transversely-spaced, vertically-extending tines rigidly mounted on said carriage member and adapted separably to engage in interlocking relation the lower portion of a side of said container assembly.

3. Container handling system according to claim 1 wherein said frame of said handling device is equipped at the front portion of its under surface with a downwardly-projecting kingpin and said motive power means comprises a tractor with a fifth wheel mounted at the rear portion of its upper surface, said fifth wheel having a slot and locking means for releasable engagement With a kingpin.

4. Container handling system according to claim 1 and comprising also interengageable connecting means at the side portion of said railroad car and at the end portion of the frame of said handling device for releasably maintaining said railroad car and said handling device in a spaced relationship.

5. A handling device for container assemblies, said device comprising:

a rigid frame having wheels mounted thereon;

a support member positioned on said frame and comprisin" a pair of longitudinally-extending, transversely'spaced, parallel support arms connected at one transverse plane by a transverse member and rotatably mounted at another and separated transverse plane through a generally vertical slot in each arm to a corresponding pair of transversely-spaced pivot members secured to said frame;

a pair of transversely-spaced, vertically-extendable and -retractable pivot adjustment means matchingly connecting through pivotal means said frame and said pair of support arms adjacent said slots and adapted to vary the positions of said arms on said pivot members throughout said slots, and power means for extending and retracting each of said pivot adjustment means;

a pair of transversely-spaced, vertically-extendable and -retractable support arm elevating means matchingly connecting through pivotal means said frame and said support arms intermediate their ends and adapted to vary the elevation of a portion of said support arms above said frame, and power means for extending and retracting each of said arm elevating means;

at least one carriage member mounted transversely in longitudinally-slidable, laterally-interlocked relation to said pair of rails;

coupling means on a carriage member and adapted for separable engagement with said container assemy;

positioning means associated with said coupling means and adapted to vary the location of said container assembly on said rails, and power means for operating said positioning means; and

motive power means for moving said handling device.

6. Device according ot claim 5 wherein said coupling means comprises a plurality of transversely-spaced, vertically-extending tines rigidly mounted on said carriage member and adapted separably to engage in interlocking relation the lower portion of a side of said container assembly.

7. Device according to claim 5 wherein said motive power means comprises a tractor having mounted on its upper surface a fifth wheel having a slot and releasable locking means and said frame has mounted at the front portion of its under surface a downwardly-projecting kingpin adapted for releasable interengagement with said fifth wheel.

'8. Device according to claim 5 wherein said positioning means comprises a pair of transversely-spaced, parallel, longitudinally-extendable and -retractable means pivotally connected to said carriage member, and said power means for operating said positioning means comprises means for independently extending and retracting each of said pair of means.

9. Device according to claim 5 having two carriage members mounted transversely in longitudinally-slidable, laterally-interlocked relation to said pair of rails.

10. A cargo container handling device comprising: a rigid frame, at least two rigid arms having substantially coplanar upper surfaces, said arms having lengths greater than the width of a container to be handled and spaced apart a distance less than the length of such container, said arms having proximal and distal ends, a vertically movable fulcrum near the proximal end of said arms, means pivotally mounting said arms to said frame through said fulcrum, first motive power means to vertically move said fulcrum, second motive power means secured to at least one of said arms proximate the distal end thereof to rotate said arms about said fulcrum, at least one carriage member mounted transversely to said arms in longitudinally slidable, transversely interlocked relationship, said carriage member including engagement means to lockingly engage a substantial linear surface of a cargo container, and third motive power means secured to said carriage member to move the same along said arms whereby a cargo container may he slid onto said arms to unload a first station and slid off said arms to load a second station.

11. A handling device as set forth in claim 10 wherein said engagement means comprises a plurality of transversely-spaced, vertically-extending tines rigidly mounted on the carriage member.

12. A handling device as set forth in claim 10 including means movably mounting said rigid frame.

13. A handling device as set forth in claim 10 including a Wheel assembly mounted beneath said rigid frame proximate the distal end thereof, and vertically adjustable support means retractably mounted near the proximal end of said rigid frame and beneath the same, and means adapting said rigid frame to be secured to a separate motive power means for transporting said container handling device from one location to a second location.

14. A handling device as set forth in claim 10 Wherein said fulcrum and means pivotally mounting said arms comprise a depending rigid member integral with each of said arms near the proximal end thereof, each of said depending members defining a vertically extending slot, said vertically extending slots being coplanar, pivot pin means fixedly mounted in each of said slots, and means mounting each of said pivot pin means on said frame.

15. A handling device as set forth in claim 10, including a cross-member rigidly interconnecting said arms.

16. A handling device as set forth in claim 10, wherein said first and second motive power means comprise hydraulic pistons, pivotally mounted on said frame, the distal end of each such piston being pivotally mounted to one of said arms.

15 17. Container handling system comprising: a container assembly; a supporting structure for said container assembly; a handling device for said container assembly, said device comprising:

a rigid frame;

at least two rigid arms having substantially coplanar upper surfaces, said arms having lengths greater than the width of a container to be handled and spaced apart a distance less than the length of said container, said arms having proximal and distal ends;

a vertically movable fulcrum near the proximal end of said arms;

means pivotally mounting said arms to said frame through said fulcrum;

first motive power means to vertically move said fulcrum;

second motive power means secured to at least one of said arms proximate the distal end thereof to rotate said arms about said fulcrum;

at least one carriage member mounted transversely to said arms in longitudinally slidable, transversely interlocked relationship, said carriage member including engagement means to lockingly engage a cargo container along a substantial linear surface thereof;

and third motive power means secured to said carriage member to slide the same along said arm;

whereby, with said handling device alongside and generally perpendicular and central to said container assembly located on said supporting structure, said engagement means can be engaged with said container assembly through operation of said first, second and third motive power means, and said container assembly can be transported from said supporting structure onto said handling device by operation of said first, second and third motive power means, and vice versa.

18. Container handling system according to claim 17 wherein said supporting structure is a railroad car having at least a pair of longitudinally-spaced, horizontally-extending, transverse skid members mounted on the upper surface thereof and adapted to position said container assembly in vertically-elevated, longitudinally fixed, laterally-slidable relation to said upper surface, and having releasable means for locking said container assembly in fixed lateral position on said car.

References Cited UNITED STATES PATENTS 1,910,398 5/1933 Ludington 214-516 2,021,503 11/1935 Fildes 214-38 X 2,613,827 10/1952 Van Doorne 214-516 2,631,885 3/1953 Ault 214-38 X 2,834,495 5/1958 Norbom 214-516 2,981,210 4/1961 Krueger.

ROBERT G. SHERIDAN, Primary Examiner U.S. C1. X.R. 

